Automated aircraft recovery system

ABSTRACT

An automated aircraft recovery system is disclosed. In various embodiments, the system includes an interface configured to receive sensor data; and a control mechanism configured to: perform automatically a recovery action that is determined based at least in part on the sensor data. In various embodiments, the control mechanism may determine an expected state of an aircraft, determine whether a state of the aircraft matches the expected state, and in the event the state of the aircraft does not match the expected state, perform the recovery action.

BACKGROUND OF THE INVENTION

The time between when an emergency occurs and when an aircraft is fullycaught by a parachute is critical. Decreasing the time may increase thechances of the aircraft being recovered without damage. Determining thecorrect recovery moves to enact can be complex and time consuming.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments of the invention are disclosed in the followingdetailed description and the accompanying drawings.

FIG. 1 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system before deployment.

FIG. 2 is a diagram illustrating an embodiment of a multi-rocketparachute deployment system before deployment.

FIG. 3 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after deployment of a firstrocket.

FIG. 4 is a diagram illustrating an embodiment of a multi-rocketparachute deployment system after deployment of a second rocket.

FIG. 5 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after deployment of a secondrocket.

FIG. 6 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after a breakaway.

FIG. 7 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after deployment of a secondrocket towards ground.

FIG. 8 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after a breakaway.

FIG. 9 is a block diagram illustrating an embodiment of a multi-rocketparachute deployment system.

FIG. 10 is a diagram illustrating an embodiment of a relationshipbetween airspeed and a height above ground for an aircraft.

FIG. 11 is a flow diagram illustrating an embodiment of a multi-rocketparachute deployment system process.

FIG. 12 is a diagram illustrating an embodiment of an aircraftcomprising a multimodal aircraft recovery system before deployment.

FIG. 13A is a diagram illustrating an embodiment of an aircraftcomprising a multimodal aircraft recovery system after deployment of afirst parachute.

FIG. 13B is a diagram illustrating an embodiment of an aircraftcomprising a multimodal aircraft recovery system after deployment of asecond parachute.

FIG. 14 is a block diagram illustrating an embodiment of a multimodalaircraft recovery system.

FIG. 15 is a flow diagram illustrating an embodiment of a multimodalaircraft recovery system process.

FIG. 16 is a flow diagram illustrating an embodiment of a multimodalaircraft recovery system parachute triggering process.

FIG. 17 is a flow diagram illustrating an embodiment of a multimodalaircraft recovery system automatic deployment process.

FIG. 18 is a block diagram illustrating an embodiment of an automatedaircraft recovery system.

FIG. 19A is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of afirst parachute.

FIG. 19B is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of asecond parachute.

FIG. 19C is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after an aircraftmaneuver.

FIG. 20A is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment ofparachutes with riser rings.

FIG. 20B is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system with fully inflatedparachutes.

FIG. 20C is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of anadditional parachute.

FIG. 21A is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of afirst parachute.

FIG. 21B is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of asecond parachute via a multi-rocket parachute deployment system.

FIG. 22 is a flow diagram illustrating an embodiment of an automatedaircraft recovery system process.

FIG. 23 is a flow diagram illustrating an embodiment of an automatedaircraft recovery system recovery need determination process.

FIG. 24 is a flow diagram illustrating an embodiment of an automatedaircraft recovery system parachute deployment determination process.

DETAILED DESCRIPTION

The invention can be implemented in numerous ways, including as aprocess; an apparatus; a system; a composition of matter; a computerprogram product embodied on a computer readable storage medium; and/or aprocessor, such as a processor configured to execute instructions storedon and/or provided by a memory coupled to the processor. In thisspecification, these implementations, or any other form that theinvention may take, may be referred to as techniques. In general, theorder of the steps of disclosed processes may be altered within thescope of the invention. Unless stated otherwise, a component such as aprocessor or a memory described as being configured to perform a taskmay be implemented as a general component that is temporarily configuredto perform the task at a given time or a specific component that ismanufactured to perform the task. As used herein, the term ‘processor’refers to one or more devices, circuits, and/or processing coresconfigured to process data, such as computer program instructions.

A detailed description of one or more embodiments of the invention isprovided below along with accompanying figures that illustrate theprinciples of the invention. The invention is described in connectionwith such embodiments, but the invention is not limited to anyembodiment. The scope of the invention is limited only by the claims andthe invention encompasses numerous alternatives, modifications andequivalents. Numerous specific details are set forth in the followingdescription in order to provide a thorough understanding of theinvention. These details are provided for the purpose of example and theinvention may be practiced according to the claims without some or allof these specific details. For the purpose of clarity, technicalmaterial that is known in the technical fields related to the inventionhas not been described in detail so that the invention is notunnecessarily obscured.

An automated aircraft recovery system is disclosed. The automatedaircraft recovery system includes an interface configured to receivesensor data. It also includes a control mechanism configured toautomatically perform a recovery action that is determined based atleast in part on the sensor data.

In some embodiments, the automated aircraft recovery system receivesinformation on the aircraft and its surrounding environmental conditionsfrom sensors on the aircraft. The system may determine a best course ofrecovery actions using the parachutes, rockets, or other recoverymechanisms the aircraft is equipped with in combination with maneuveringthe aircraft itself.

FIG. 1 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system before deployment. In someembodiments, the system is used to recover an aircraft and the parachuteis attached to the aircraft. The aircraft may be manned or unmanned. Theaircraft may be a multicopter. The first projectile and the secondprojectile may be attached to the aircraft or stored on the aircraft. Inthe example shown, aircraft 100 includes rocket_1 102, parachute 104,and rocket_2 106. In the example shown, rocket_1 102, parachute 104, androcket_2 106 are stored inside aircraft 100 towards the tail end ofaircraft 100. Parachute 104, rocket_1 102, and rocket_2 106 may bepositioned towards the tail end of aircraft 100 such that the parachuteis deployed towards the tail end, dropping the aircraft in a nose-downconfiguration. A nose-down configuration may load the landing gearconsecutively or allow for a gentle landing. In some embodiments, thenose-down configuration allows landing gear of the aircraft to collapseand absorb energy from the fall. The rockets and parachute may be storedin a container such as a box. The rockets and parachute may be storednear a window at the top of the aircraft, attached to the outside of theaircraft, stored at a center of gravity of the aircraft, attached at anoptimal parachute deployment location, or arranged in any otherappropriate position on the aircraft.

FIG. 2 is a diagram illustrating an embodiment of a multi-rocketparachute deployment system before deployment. In some embodiments, theexample shown is an expansion of the multi-rocket parachute deploymentcomponents shown in FIG. 1. In the example shown, rocket_1 200 isconnected to parachute 202 via tether 210. Tether 210 may be attached toa cover or casing of parachute 202. Parachute 202 may be stored inside aflexible sock-like cover. Parachute 202 may be contained in a canister,wherein tether 210 is attached to a cover of the canister. In someembodiments, a riser of the parachute runs through a mechanism thatallows the riser to be pulled through the mechanism in one direction butnot in an opposite direction. In the example shown, riser 212 isconnected to the parachute and runs through cam cleat 204. Cam cleat 204is a device that allows riser 212 to be pulled through it from the leftto the right, but does not allow riser 212 to be pulled through in theopposite direction. In some embodiments, riser 212 is in a cleat. Whenriser 212 ceases to be pulled through the cleat towards the right, thetension of the riser may cause the cams to rotate inward. The riser maybe pinned between the cams and be prevented from running through in thereverse direction. In some embodiments, a riser of the parachute runsthrough a mechanism that redirects the riser with minimal friction. Invarious embodiments, the mechanism comprises one of the following: apulley, a running block, a ring, or a low friction system. The mechanismchosen may depend on how quickly the riser needs to be able to bebrought through, strength needs, weight requirements, or any otherappropriate factor. The mechanism may be used to prevent snagging of theriser. In some embodiments, the second projectile of the system isattached to a riser of the parachute running through a mechanism thatredirects the riser with minimal friction or running through a mechanismthat allows the riser to be pulled through the mechanism in onedirection but not in an opposite direction. In the example shown, riser212 travels through cam cleat 204, though pulley 206, and is attached torocket_2 208.

In some embodiments, rocket_1 200 and rocket_2 208 are attached to acanister containing parachute 202. In some embodiments, cam cleat 204and pulley 206 are attached to a shared mounting plate. Rocket_1 200,parachute 200, cam cleat 204, pulley 206, and rocket_2 208 may bearranged in any appropriate position that maintains the orientations oftether 210 and riser 212 in connecting the system elements.

FIG. 3 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after deployment of a firstrocket. In the example shown, rocket_1 316 is deployed from aircraft300. In the event that the rocket is stored inside the aircraft,deploying the aircraft may break a window or create a hole in a surfaceof the aircraft. The rocket may be stored in a location such thatbreaking the surface of the aircraft is not detrimental to the aircraft.For example, the rocket or other recovery components may be stored in anisolated container such that a rocket deployment does not cause air toleak into the entire cabin of the aircraft. A window or panel of theaircraft may be designed to fall off in one piece when the rocket isdeployed. In some embodiments, propelling the first projectile pulls acover off the parachute. In the example shown, rocket_1 316 is propelledvertically and is attached to parachute cover 312 via tether 314.Parachute 310 is deployed, but is not fully inflated. Parachute 310 maybe wrinkled, partially collapsed, or folded. Riser 308 of parachute 310runs through cam cleat 302 and pulley 304. The end of riser 308 notattached to parachute 310 is attached to rocket_2 306. Cam cleat 302,pulley 304, and rocket_2 306 remain in aircraft 300 after the deploymentof rocket_1 316.

FIG. 4 is a diagram illustrating an embodiment of a multi-rocketparachute deployment system after deployment of a second rocket. Riser404 runs through cam cleat 400 and pulley 402. Riser 404 is attached torocket_2 406. In the example shown, rocket_2 406 is propelled at aroughly 45 degree angle from the horizontal. Pulley 402 allows riser 404to be pulled with minimal friction in a new direction.

FIG. 5 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after deployment of a secondrocket. In the example shown, the first projectile that deployedparachute 502 has been propelled away from aircraft 500 along with theparachute cover. In some embodiments, the first direction that the firstprojectile is propelled in and the second direction that the secondprojectile is propelled in form an acute angle. In the example shown,rocket_2 510 is propelled vertically and towards the tail end ofaircraft 500. Rocket_2 510 pulls riser 504 through cam cleat 506 andpulley 508, causing parachute 502 to be tugged downwards. In someembodiments, the second projectile causes the parachute to rapidly fillwith air. Rocket_2 510 may be propelled at a high speed that causesparachute 502 to move towards ground faster than it would fallotherwise. Propelling the second projectile may cause the parachute toexperience a load similar to a full load of an aircraft. For example, aforce that rocket_2 510 exerts on parachute 502 by pulling the riser maybe the same force that parachute 502 would experience when fullyinflated and carrying the aircraft's full weight. The deployment ofrocket_2 510 may cause parachute 502 to fully inflate. The deployment ofthe second projectile may cause an initial large load on the parachuteas the projectile yanks the parachute down, and then the parachuteslowly takes on the entire load of the airplane as it slowly inflates toits full capacity. Cam cleat 506 may allow rocket_2 510 to pull riser504 through it while preventing riser 504 from being pulled through itin the opposite direction. Cam cleat 506 may force the parachute to bepulled down and inflate by preventing riser 504 from being pulledthrough. In some embodiments, a stopping feature in riser 504 preventsit from being pulled too far through cam cleat 506, preventing theparachute from being pulled too close to the aircraft. The stopper maybe a knot or another obstacle in the riser that prevents the riser frombeing pulled through the cam cleat past a certain point.

In some embodiments of typical parachute deployment systems, theparachute does not fully inflate until the aircraft has fallen adistance three times a diameter of the parachute. In some aircraftemergency situations, allowing the aircraft to fall for that distance isnot feasible. For example, the aircraft may be close to the groundalready and allowing the aircraft to accelerate downwards for that timewithout a full inflation of the parachute may cause the aircraft to bedamaged upon landing. The multi-rocket deployment system may cause theparachute to be extracted in a shorter fall distance and a shorter time.A typical “stack up” time from a recognition of an emergency to theaircraft being steadily caught by an inflated parachute may be in theorder of four to five seconds. Decreasing the “stack up” time using amulti-rocket deployment system may greatly impact damage done to theaircraft or a passenger of the aircraft.

After deployment, rocket_2 510 may fall and hang off aircraft 500 uponrunning out of fuel. Rocket_2 510 may be lightweight and causenegligible negative effects while remaining attached to riser 504.Rocket_2 510 may be attached to riser 504 via a connection that releasesafter a predetermined amount of time or after being propelled apredetermined distance. Rocket_2 510 may be detached after thepredetermined time or distance and fall away from aircraft 500. In someembodiments, the rocket is detached via an element in the line thatbreaks away with a predetermined amount of force. For example, a sectionof the line tethered to the rocket may be thinner than the sections ofline surrounding it. The thin section of line may break when the rocketreaches the end of the line or exerts a certain force on the line,releasing the rocket.

FIG. 6 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after a breakaway. In someembodiments, the mechanism that allows the riser to be pulled throughthe mechanism in one direction but not in an opposite direction detachesfrom an aircraft upon experiencing a load of a predetermined threshold.The predetermined threshold may be the upward force exerted by theparachute when fully inflated. For example, as the parachute becomesfully or mostly inflated, the parachute exerts an upward force thatslows down the aircraft's fall. The upward force from the parachute maycause the mechanism to break off of the aircraft. The mechanism may beoriginally attached to the aircraft and a bridle of the parachute. Insome embodiments, the mechanism is configured to detach from theaircraft such that the load of the parachute is transferred to thebridle of the parachute. The bridle may be a harness attached to theaircraft. The bridle may be attached to the aircraft at critical loadbearing points. The bridle may be attached to a frame of the aircraft.In some embodiments, the bridle controls the orientation of the aircraftas the aircraft falls, suspended below the parachute. The bridle by itsdesign may control how the structure of the aircraft is loaded by theparachute as the parachute fills with air.

In some embodiments, the mechanism that allows one-way movement of aline through it and the friction-minimizing redirecting mechanism areattached to a shared surface. In the example shown, cam cleat 610 andpulley 612 are attached to shared surface 606. Shared surface 606 mayallow cam cleat 610 to break off from aircraft 600 while maintaining itsorientation in regards to pulley 612 and preventing damage to aircraft600. Rocket_2 614 pulls riser 604, causing parachute 602 to fullyinflate. Upon full inflation of parachute 602, surface 606 breaks off ofaircraft 600. Shared surface 606 is attached to bridle 608. Parachute602 slows down aircraft 600 via bridle 608, allowing the upward force ofthe parachute to be spread across the aircraft.

FIG. 7 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after deployment of a secondrocket towards ground. In some embodiments, the second direction thatthe second projectile is propelled in is towards ground. The secondprojectile may be propelled through a hole in an aircraft. The hole maybe at the underside of the aircraft. Propelling the second projectiletowards ground may prevent the need for a redirecting device. Propellingthe second projectile towards ground may prevent load and friction frombeing created in contrast to the configuration of FIG. 5. A device thatallows the riser to run through in one direction but not the reverse isrequired to prevent the parachute from pulling the riser back up. In theexample shown, a first projectile may have caused parachute 702 todeploy. Rocket_2 708 is deployed downwards, pulling riser 704 throughcam cleat 706. Rocket_2 708 deployed through aircraft 700. Rocket_2 708yanks parachute 702 down, causing the parachute to quickly fill.Parachute 702 fills because riser 704 cannot be pulled back up throughcam cleat 706.

FIG. 8 is a diagram illustrating an embodiment of an aircraft comprisinga multi-rocket parachute deployment system after a breakaway. In someembodiments, FIG. 8 follows FIG. 7 in a series of deployment events. Inthe example shown, rocket_2 812 has deployed, causing parachute 802 tobecome fully inflated. As parachute 802 exerts an upward force on camcleat 806, cam cleat 806 detaches from aircraft 800 upon experiencing apredetermined threshold of force. In the example shown, cam cleat 806 ismounted on plate 808. Plate 808 is attached to bridle 810. In someembodiments, bridle 810 is directly attached to cam cleat 806.

FIG. 9 is a block diagram illustrating an embodiment of a multi-rocketparachute deployment system. In the example shown, aircraft 900 includesrecovery system 902 and sensor 908. Recovery system 902 includesinterface 904 and deployment controller 906. In some embodiments, sensor908 receives sensor data regarding wind, an aircraft speed, weather,visibility, or any other appropriate information. Sensor data may bereceived by interface 904 of recovery system 902. The sensor data may beused by deployment controller 906 to automatically deploy the first orsecond projectiles. Deployment controller 906 may comprise a processor.Recovery system 902 may be entirely mechanical. For example, sensor datamechanically triggers one or more projectiles to deploy. The recoverysystem may be triggered by a pilot of the aircraft.

FIG. 10 is a diagram illustrating an embodiment of a relationshipbetween airspeed and a height above ground for an aircraft. The graphmay be referred to as the “coffin corner” or “dead man's curve” byhelicopter pilots. Areas 1000 and 1002 may include unsafe modes ofoperation. Areas 1000 and 1002 may be areas that the aircraft is desiredto be recovered and a recovery system is activated. Areas 1000 and 1002may be areas from which a typical recovery system cannot recover anaircraft. Area 1000 includes conditions of a low airspeed and a lowdistance from ground. A multi-rocket deployment system allows theaircraft to deploy a parachute quickly, allowing for recovery even at alow airspeed. In some embodiments, the system allows the aircraft to berecovered in “zero-zero” conditions wherein the aircraft is close to theground and traveling at a low speed. Area 1002 includes high airspeedand low altitude conditions. In some embodiments, deploying differentparachutes based on conditions allows the aircraft to avoid danger zones1000 and 1002. In some embodiments, a system that allows for automaticrecovery actions helps the aircraft avoid areas 1000 and 1002 or helpsthe aircraft to return to more favorable airspeeds and altitudes.

FIG. 11 is a flow diagram illustrating an embodiment of a multi-rocketparachute deployment system process. In 1100, an indication to launch afirst projectile is received. The indication to launch the firstprojectile may be a human action. For example, a pilot may press abutton, hit a trigger, or a pull a lever that indicates an emergency hasoccurred. A human may indicate solely to launch the first projectile. In1102, the first projectile is launched. In 1104, an indication to launcha second projectile is received. The indication to launch the secondprojectile may be a human action. A processor may control projectiledeployments and provide an instruction to the second projectile to belaunched. The second projectile may launch automatically after the firstrocket. For example, the second projectile may have a mechanical fuse,wherein the fuse is longer than a mechanical fuse of the firstprojectile. The second projectile may be launched after a predetermineddelay from the launch of the first projectile. In 1106, the secondprojectile is launched.

FIG. 12 is a diagram illustrating an embodiment of an aircraftcomprising a multimodal aircraft recovery system before deployment. Insome embodiments, the first parachute and the second parachute areattached to or stored on an aircraft. The aircraft may be a multicopter.Multicopters may be more likely than other aircraft to fly at altitudeand speed combinations that cause them to be difficult to recover. Amulticopter may fly at low altitude, low speed “coffin corner”conditions. A multicopter may not have large enough rotors to use therotors' interia to slow its fall. A recovery system may be a criticalcomponent of a multicopter. In the example shown, aircraft 1200 includesparachute_1 1202 and parachute_2 1204. Parachute_1 1202 and parachute_21204 may be optimized for different conditions.

The first parachute and the second parachute may be deployed based onone or more determined conditions. The one or more determined conditionsare determined based on sensor data collected by a sensor on anaircraft. The one or more determined conditions may comprise one or moreof the following: an altitude, a global positioning system (GPS) data, aspeed, an acceleration, or a directionality. The multimodal recoverysystem may include two, six, sixteen, or any appropriate number ofparachutes.

FIG. 13A is a diagram illustrating an embodiment of an aircraftcomprising a multimodal aircraft recovery system after deployment of afirst parachute. In the example shown, aircraft 300 is flying at a highdistance from ground. Aircraft 300 may be traveling at a high altitudeand a high speed. First parachute 1302 is deployed. First parachute 1302may be optimized for a first set of conditions comprising a high speedand a high altitude. The first parachute may be smaller, more robust,more heavyweight, or able to withstand a greater load than the secondparachute. In the example shown, second parachute 1304 is not extracted.First parachute 1302 may be deployed as an initial slowing action. Firstparachute 1302 may be made of a thick, strong material that canwithstand the high speed at which aircraft 1300 is falling. Firstparachute 1302 may be a small parachute because a large parachute madewith thick, strong material creates a weight restraint on the aircraft.

FIG. 13B is a diagram illustrating an embodiment of an aircraftcomprising a multimodal aircraft recovery system after deployment of asecond parachute. In the example shown, FIG. 13B is a continuation ofFIG. 13A in a series of actions performed by the multimodal recoverysystem. Aircraft 1300 may be traveling at a low speed and a lowaltitude. Aircraft 1300 may be traveling at a low speed due to theeffect of first parachute 1302 initially slowing the aircraft down.Since the deployment of first parachute 1302, the aircraft may havefallen closer to ground. The second parachute may be optimized for asecond set of conditions comprising a low speed and a low altitude. Thesecond parachute may be faster to deploy, lighter, or larger than thefirst parachute. In the example shown, second parachute 1304 isdeployed. Second parachute 1304 may be a large parachute that captures alarge amount of air, slowing down aircraft 1300 and preparing it fortouching down on ground. The large size of second parachute 1304 mayallow it to take on a full load of the aircraft. Second parachute 1304may be thin due to weight restraints due to its size. The thin materialof second parachute 1304 may have prevented it from being releasedinitially when the aircraft was experiencing a high speed drop, becausethe material would easily rip.

In some embodiments, the parachutes has multiple possible states ofdeployment. For example, a parachute may be deployed with a riser ringsuch that the parachute cannot instantly inflate. The riser ring maydecrease the force the parachute experiences upon deployment. As theaircraft falls, the parachute may slowly fill with air, causing theriser ring to passively retract down the riser. A parachute may bedeployed in stages at a high speed in order to slowly increase the loadon the parachute and minimize chances of the parachute ripping.Deploying in stages may allow for greater range on a single parachute.The multimodal system may include an option to deploy a parachute instages.

FIG. 14 is a block diagram illustrating an embodiment of a multimodalaircraft recovery system. In the example shown, aircraft 1400 includesrecovery system 1406, sensor 1408, first parachute controller 1410, andsecond parachute controller 1412. Recovery system 1406 includesinterface 1402 and deployment controller 1404. Sensor 1408 sends sensordata to interface 1402. In some embodiments, the sensor data containsinformation on a speed or height above ground of the aircraft. The speedmay be relative to wind. Deployment controller 1404 may be a processor.Recovery system 1406 may be entirely mechanical. Deployment controller1404 sends instructions to first parachute controller 1410 and secondparachute controller 1412. In the event that deployment controller 1404determines from sensor data that the aircraft is experiencing a firstcondition, for example, a high speed and high altitude, deploymentcontroller 1404 may send an instruction to first parachute controller1410 to deploy the first parachute. One or more parachutes may bedeployed simultaneously. The parachutes may be deployed mechanically,automatically, or based on a pilot indication.

FIG. 15 is a flow diagram illustrating an embodiment of a multimodalaircraft recovery system process. In 1500, it is determined whether thefirst parachute is triggered. In the event the first parachute istriggered, the first parachute is deployed in 1502. Following deploymentor in the event that the first parachute was not triggered, it isdetermined whether the second parachute is triggered. In the event thatthe second parachute is triggered, in 1506 the second parachute isdeployed. In the event that the second parachute is not triggered, theprocess returns to 1500. The parachutes may be triggered via anindication from a human. For example, a pilot may decide which parachuteis to be deployed, whether the parachute is to be deployed in stages ornot, when the parachute is to be deployed, or any other factorsregarding the parachute's deployment. The second parachute may betriggered based on a time delay since the deployment of the firstparachute. The parachutes may be triggered mechanically or by aprocessor.

FIG. 16 is a flow diagram illustrating an embodiment of a multimodalaircraft recovery system parachute triggering process. Parachutedeployment may be triggered based on sensor data conveying a condition.In 1600, deployment condition definitions are received. For example, adeployment condition definition may specify that at a predeterminedaltitude, a certain parachute should be deployed. A deployment conditiondefinition may specify that a parachute deployment should be at acertain state based on a specific condition. A deployment conditiondefinition may be based on an altitude, a speed, an environmentalcharacter, or any combination of sensor data. The deployment conditiondefinitions may be stored in a computer memory. The deployment conditiondefinitions may be worked into the mechanics of the system such that thedesired deployment is triggered mechanically when the condition isreached. In some embodiments, mechanical triggering of deployment isenacted by a pilot of the aircraft via a mechanical igniter. The pilotmay operate a physical pull-cord or handle to trigger deployment. In anautomated aircraft recovery system, a processor may use an electricalrocket igniter to trigger the system. In 1602, sensor data is received.In some embodiments, sensor data is received via accelerometers, globalpositioning systems, odometers, cameras, or any appropriate sensor. In1604, it is determined whether the sensor data matches a deploymentcondition definition. In the event that the sensor data does match adeployment condition definition, in 1606 a respective parachute istriggered and the process returns to 1602. In the event that the sensordata does not match a deployment condition definition, in 1608 it isdetermined whether the aircraft is in flight. In the event that theaircraft is in flight, the process returns to 1602. In the event thatthe aircraft is not in flight, the process is finished. The multimodalrecovery system may continuously check whether sensor data matches adeployment condition definition as long as the aircraft is in flight.

FIG. 17 is a flow diagram illustrating an embodiment of a multimodalaircraft recovery system automatic deployment process. In someembodiments, aircrafts have many types of parachutes configured forvarying conditions. FIG. 17 illustrates an embodiment in which theaircraft is equipped with two types of parachutes. The embodiment maydescribe an aircraft that is equipped with one or more parachutesoptimized for a high altitude or high speed, and one parachute optimizedfor a low altitude or a low speed.

In 1700, sensor data is received. In 1702, it is determined whether thesensor data indicates a need for aircraft recovery. The need foraircraft recovery may be based on predetermined deployment definitions.The multimodal recovery system may include both manual and automaticmodes. In the event that the multimodal recovery system is in manualmode, the indication of a need for aircraft recovery may consist of adesignating the system as automatic because the steps following 1702 areautomatically carried out by the recovery system. In the event thatautomatic mode is already established, determining a need for aircraftrecovery may be contingent on an expected state of the aircraft. Forexample, during take-off, the conditions may meet a parachute deploymentcondition without an indication of a need for aircraft recovery. Theneed for aircraft recovery may be based on an indication from a pilot.The pilot may press a multimodal recovery system enable or disableswitch. The aircraft may have an emergency recovery button for the pilotto press.

In the event that the sensor data does not indicate a need for aircraftrecovery, the process returns to 1700. The loop between 1700 and 1702may continue as long as the aircraft is airborne. In the event that thesensor data indicates a need for aircraft recovery, in 1704 it isdetermined whether the sensor data indicates a high altitude or speed.In the event that the sensor data indicates a high altitude or speed, in1706 a parachute optimized for a high altitude or speed is deployed.Following 1706 or in the event that the sensor data did not indicate ahigh altitude or speed, in 1708 it is determined whether the sensor dataindicates a low altitude or speed. In the event that the sensor datadoes not indicate a low altitude or speed, the process returns to 1700.In the event that the sensor data does indicate a low altitude or speed,in 1710 a parachute optimized for a low altitude or speed is deployed.After the parachute optimized for a low altitude or speed is deployed,the process is finished.

The process may cause a first parachute to be deployed when the sensordata indicates a high altitude or speed, and in the event that thesensor data still indicates a high altitude or speed, an additionalparachute optimized for the condition is deployed. When the sensor dataindicates a low altitude or speed, the aircraft only has one parachutesuited for the condition to deploy and the process is finished.

FIG. 18 is a block diagram illustrating an embodiment of an automatedaircraft recovery system. An automated aircraft recovery system mayautomatically determine and enact a series of actions to recover theaircraft. In some embodiments, the series of actions are determinedbased on sensor data. The series of actions may be determined based onthe recovery options available to the aircraft, such as parachutesoptimized for various conditions or parachutes of various deploymentmethods. The automated aircraft recovery system may be used withoff-the-shelf parachutes or specialized parachutes. The series ofactions may coordinate parachute deployments with flight maneuvers. Theseries of actions may consider the state of recovery mechanisms in theaircraft. The series of actions may be determined based on environmentalobstacles in addition to altitude and speed.

In the example shown, aircraft 1800 includes recovery system 1802 andsensor 1808. Recovery system 1400 includes interface 1804 and deploymentcontroller 1806. Interface 1804 receives sensor data from sensor 1808.In some embodiments, deployment controller 1806 comprises a processor.In some embodiments, deployment controller 1806 is mechanical.

In some embodiments, the sensor data comprises one or more of thefollowing: a speed, an altitude, an attitude, or a flight condition. Forexample, the sensor data may include the aircraft's trajectory, how fastthe aircraft is turning, the aircraft's pitch, or any other appropriatefactor related to the aircraft's flight. The sensor data may comprise afunctionality, health, or state of a control, an electrical component,or a structural component of an aircraft. For example, the sensor maytest an integrity of an electrical signal of the aircraft. The sensormay receive periodic pings or “pulses” from a component of the aircraft,wherein a cease in the signals indicates that the component ismalfunctioning. The sensor may sense if a parachute casing iscompromised. In some embodiments, sensors are used to determine whetherobstacles exist that prevent immediate parachute deployment. Sensors maybe used to recognize obstacles such as buildings, trees, or water.Obstacles may be determined based on GPS data.

In some embodiments, the sensor data comprises one or more of thefollowing: global positioning system information, a proximity to anobstacle, an obstacle classification, a communication with anotheraircraft, or environmental information. Information on the aircraft'ssurroundings may factor into determining the course of recovery.Determining the recovery action may account for nearby hospitals,schools, sensitive buildings, or no-crash zones. For example, anobstacle may be determined to be a tall tree in an uninhabited forest.The obstacle may be classified as a low level of danger because minimalhuman harm is expected to be caused by landing into the forest. In theevent that an obstacle is determined to be a high risk or forbidden zonesuch as a hospital, the automated aircraft recovery system may directthe aircraft away from the zone before deploying a parachute. Theaircraft may be in communication with other aircrafts around it and usesensor information collected by other aircrafts. In the event thatbandwidth or timing of communications are limiting, the system may usethe information collected from the latest communication to determine ageneral idea of where other aircrafts are. For example, the system mayextrapolate the other aircrafts' trajectories.

FIG. 19A is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of afirst parachute. In the example shown, aircraft 1900 has storedparachute 1904. Parachute 1902 has been deployed. In some embodiments,parachute 1902 is a small, heavy-weight, strong parachute. Parachute1902 may have been deployed in response to high altitude, high speedconditions.

FIG. 19B is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of asecond parachute. In the example shown, parachute 1902 has developed arip in its canopy. The rip may have occurred due to experiencing a fallspeed greater than the parachute could handle. The rip may have occurreddue to the weight of the aircraft. As a result, parachute 1902 iscollapsed and is not aiding in slowing the fall of aircraft 1900. Insome embodiments, the automated aircraft recovery system senses thatparachute 1902 has been compromised. For example, the aircraft may havean accelerometer that determines the aircraft is falling faster thanexpected. In response, the automated aircraft recovery system may deployparachute 1904. Parachute 1904 may not be optimized for theenvironmental conditions aircraft 1900 is experiencing, but the collapseof parachute 1902 created a need for a parachute to be deployed.

FIG. 19C is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after an aircraftmaneuver. In the example shown, parachute 1902 remains collapsed andparachute 1904 is filled with air. In the example shown, aircraft 1900is flying in a nose up configuration. Flying in a nose up configurationmay increase lift of the aircraft, causing a load on parachute 1904 tobe lessened. Flying in a nose up configuration may decrease the chancethat parachute 1904 will rip, which may be critical because parachute1902 is torn. In some embodiments, the automated aircraft recoverysystem recalculates steps in the series of actions as the actions aretaken in order to account for unexpected changes, such as a collapsedparachute, a malfunctioning part, a change in weather, or any otherappropriate change. In the example shown, the recovery step comprisesdeploying parachute 1904 while navigating the aircraft to a newposition. In some embodiments, the recovery action comprises changing aflight path of an aircraft to compensate for a limitation of a parachuteof the aircraft. For example, a parachute may have suspension lines thatcatch easily on branches of trees. The recovery system may determine theparachute cannot be deployed until the aircraft is maneuvered away froma risky environment.

In some embodiments, the automated aircraft recovery system utilizes amultimodal recovery system. The various parachutes optimized for variousconditions of the multimodal recovery system as utilized andautomatically deployed by the automated aircraft recovery system.

FIG. 20A is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment ofparachutes with riser rings. In the example shown, aircraft 2000 iscaught by parachute 2002 and parachute 2004. Parachute 2002 andparachute 2004 have been deployed with riser rings. The riser ringsprevent the parachutes from fully inflating upon deployment. In someembodiments, the parachutes are deployed with riser rings to protect theparachutes from a sudden large load upon deployment.

FIG. 20B is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system with fully inflatedparachutes. In the example shown, parachute 2002 and parachute 2004 arefully inflated. As the parachutes filled with air, the riser rings mayhave been pushed down on aircraft 2000. In some embodiments, parachuteswith riser rings are deployed in the event that an aircraft requiresrecovery while it is flying at a high altitude above ground and isfalling or flying at a high speed. Deploying parachutes with riser ringsmay artificially strengthen the parachute initially while allowing theparachute to catch its full capacity of air after the ring drops down.

FIG. 20C is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of anadditional parachute. In the example shown, parachute 2002 and parachute2004 are filled with air. Parachute 2006 has been deployed from aircraft2000. In some embodiments, parachute 2006 is a parachute optimized forlow altitude or low speed conditions. Parachute 2006 may be lightweightand have a larger diameter than parachute 2002 and parachute 2004. Insome embodiments, the automated aircraft recovery system monitored thecondition of aircraft 2000, and as appropriate for the situation,deployed various parachutes.

FIG. 21A is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of afirst parachute. In some embodiments, the automated aircraft recoverysystem considers recovery mechanisms, components, or systems availableto it. In the example shown, aircraft 2100 has stored parachute 2104.Parachute 2102 is deployed. In some embodiments, parachute 2102 is meantfor an initial slowing down of the aircraft but is not configured toslow the aircraft to a speed slow enough for landing.

FIG. 21B is a diagram illustrating an embodiment of an aircraftcomprising an automated aircraft recovery system after deployment of asecond parachute via a multi-rocket parachute deployment system. In theexample shown, parachute 2102 is filled with air. Parachute 2104 may bedeployed using a multi-rocket parachute deployment system. In theexample shown, rocket_2 2110 pulls riser 2106 through aircraft 2100. Camcleat 2108 prevents riser 2106 from being pulled back up towardsparachute 2104. In some embodiments, an obstacle such as a flock ofbirds prevented parachute 2104 from being deployed at a higher altitudeabove ground. The automated recovery system may have determined todeploy parachute 2104 at a low altitude because the use of rocket_2 2110allows parachute 2104 to be filled with air rapidly. In someembodiments, a parachute may be configured to have a choice ofdeployment methods. In some embodiments, a parachute has only onepredetermined method of deployment.

FIG. 22 is a flow diagram illustrating an embodiment of an automatedaircraft recovery system process. In some embodiments, the systemcomprises an enabled mode and a disabled mode. For example, a pilot maydisable the automated aircraft recovery system in the event the aircraftis being used to perform stunts. The flow of FIG. 22 may not be followedin the event that the pilot has disabled the system.

In 2200, it is determined whether aircraft recovery is required. In someembodiments, determining whether aircraft recovery is required iscarried out by a process described in FIG. 23. In the event thataircraft recovery is not required, the process is finished. In someembodiments, in the event that aircraft recovery is not required, thesystem continues to check whether it is required based on apredetermined time interval. In the event that aircraft recovery isrequired, in 2202 it is determined whether parachute(s) are availablefor deployment. For example, the system may determine whether the one ormore parachutes are in good condition. In some embodiments, theparachutes may be required to be replaced regularly (e.g. every fewyears). In some embodiments, the system may check the last time theparachutes were replaced or the last time a maintenance check wasperformed on the parachutes in order to determine whether the parachutesare available for deployment. In some embodiments, the system checksthat a parachute is in working order or its deployment mechanism is inworking order. In the event that parachute(s) are not available fordeployment, in 2214 aircraft maneuver based recovery is executed and theprocess is finished. In some embodiments, aircraft maneuver basedrecovery comprises changing the flight path of the aircraft in order torecover the aircraft. For example, the aircraft may be flown out to abody of water where it is able to land safely without any parachutes.The aircraft may enter a steep climb in order to avoid crashing intoground.

In the event that parachute(s) are available for deployment, in 2204 itis determined whether the parachute(s) can be deployed. In someembodiments, the process to determine whether the parachute(s) can bedeployed is described in FIG. 24. In the event that the parachute(s) canbe deployed, in 2212 the parachute(s) are deployed and the process isfinished. In the event that the parachute(s) cannot be deployed, in 2206it is determined whether the aircraft can be maneuvered to where theparachute(s) can be deployed. In the event that they can be maneuveredto where the parachute(s) can be deployed, in 2208 an aircraft maneuveris executed and the process returns to 2204.

In the event that the aircraft cannot be maneuvered to where theparachute(s) can be deployed, an indication of error or needed action issent in 2210. In some embodiments, the system provides instruction to apilot of an aircraft. For example, the pilot may receive a message thatthe automated aircraft recovery system is unable to stabilize flight.The pilot may manually stabilize the aircraft, causing the aircraft toreach a position that the automated aircraft recovery system is able tocontinue recovery efforts. The automated aircraft recovery system maynot be able to carry out a highly complex aircraft maneuver withoutmanual input from a pilot. After sending the indication of error orneeded action in 2210, the system determines whether the parachute(s)can be deployed in 2204. In some embodiments, the pilot's actionscorrected the error and the parachute(s) are able to be deployed or theautomated aircraft recovery system is able to maneuver to where theparachute(s) can be deployed.

FIG. 23 is a flow diagram illustrating an embodiment of an automatedaircraft recovery system recovery need determination process. In someembodiments, the control mechanism of the automated aircraft recoverysystem determines an expected state of an aircraft, determines whether astate of the aircraft matches the expected state, and in the event thestate of the aircraft does not match the expected state, performs therecovery action. The time that passes between a moment of emergency towhen the aircraft is fully caught by the parachute may be critical inrecovering the aircraft. In some typical recovery systems, waiting for ahuman indication to trigger recovery takes roughly half of the timebetween the moment of emergency and when the aircraft is fully caught.In some embodiments, the automated aircraft recovery system increaseschances of aircraft recover by automatically recognizing the need forrecovery and determining an optimal mode of action. In some typicalrecovery systems, a human may choose to perform a recovery action thatis not optimal based on the conditions, causing the aircraft to becomeunrecoverable.

In 2300, sensor data is received. In 2302, it is determined whetheraircraft components required for flight are functioning. For example,the system may perform a check on structural, electrical, mechanical, orany appropriate component of the aircraft. The system may recognize alack of a repeated signal intended to be received from a component. Inthe event that aircraft components required for flight are notfunctioning, in 2308 it is indicated that recovery is required and theprocess is finished. In some embodiments, having a component that iscritical to flight malfunctioning causes a need to trigger a series ofemergency recovery actions.

In the event that the components are functioning, in 2304 an expectedstate of the aircraft is determined. In 2306, it is determined whethersensor data indicates the aircraft state is the expected state. Forexample, experiencing a steep climb is expected in the event of atake-off but is cause for an emergency response if it occurs in themiddle of the flight. In the event that the aircraft state is not theexpected state, in 2308 it is indicated that recovery is required andthe process is finished. In the event that the aircraft state is theexpected state, the process returns to 2300. In some embodiments, theprocess of FIG. 23 is carried out as long as the aircraft remainsairborne.

FIG. 24 is a flow diagram illustrating an embodiment of an automatedaircraft recovery system parachute deployment determination process. Theprocess may determine whether a parachute can be deployed. In 2400, itis determined whether environmental conditions impede deployment. In theevent that environmental conditions impede deployment, in 2408 it isindicated that the parachute(s) cannot be deployed. This information maybe used by the system to maneuver the aircraft to a better position. Inthe event that environment conditions do not impede deployment, in 2402it is determined whether a delay is required. In some embodiments, noobstacles are in the path of the aircraft, but it is preferred to launchthe parachute when the aircraft is closer to the ground. For example,launching the parachute high may result in the aircraft landing far fromwhere it is desired to land. In the event that a delay is required, in2404 the system delays and the process continues to 2406. In the event adelay is not required, the process continues to 2406. In 2406, it isindicated that parachute(s) can be deployed and the process is finished.

Although the foregoing embodiments have been described in some detailfor purposes of clarity of understanding, the invention is not limitedto the details provided. There are many alternative ways of implementingthe invention. The disclosed embodiments are illustrative and notrestrictive.

What is claimed is:
 1. An automated aircraft recovery system comprising:a data communication interface configured to receive sensor data from asensor configured to generate the sensor data, wherein the sensor datais associated with a state of an aircraft and includes aircraftaltitude, aircraft speed, and an obstacle information; and a processorconfigured to: determine, based at least in part on the sensor data,whether the state of the aircraft matches an expected state, determine,based at least in part on the obstacle information, whether there is anobstacle that would impede parachute deployment; and automaticallyperform a recovery action based at least in part on a determination thatthe state of the aircraft does not match the expected state, includingby: determining whether the aircraft is in a first flight conditionbased at least in part on whether the aircraft altitude and the aircraftspeed are above a first altitude threshold and a first speed threshold,respectively; in response to: (1) the determination that the aircraft isin the first flight condition and (2) the determination that there is noobstacle that impedes parachute deployment activating a first recoveryequipment, wherein the first recovery equipment includes a firstparachute; determining whether the aircraft is in a second flightcondition based at least in part on whether the aircraft altitude andthe aircraft speed are below a second altitude threshold and a secondspeed threshold, respectively; and in response to: (1) the determinationthat the aircraft is in the second flight condition and (2) thedetermination that there is no obstacle that impedes parachutedeployment activating a second recovery equipment, wherein the secondrecovery equipment includes a second parachute.
 2. The system of claim1, wherein the sensor data comprises one or more of the following: aspeed, an altitude, an attitude, or a flight condition.
 3. The system ofclaim 1, wherein the sensor data comprises a functionality, health, orstate of a control, an electrical component, or a structural componentof the aircraft.
 4. The system of claim 1, wherein the sensor datacomprises one or more of the following: global positioning systeminformation, a proximity to an obstacle, an obstacle classification, acommunication with another aircraft, or environmental information. 5.The system of claim 1, wherein the recovery action is performed as partof a series of recovery actions or performed with another recoveryaction simultaneously.
 6. The system of claim 1, wherein the recoveryaction comprises changing a speed, an altitude, an attitude, or a flightcondition of the aircraft.
 7. The system of claim 1, wherein therecovery action or a series of recovery actions including the recoveryaction comprises deploying one or more parachutes, deploying one or moreparachutes in stages, delaying a parachute deployment, triggering acomponent of a commercial recovery system, or deploying a customparachute system.
 8. The system of claim 1, wherein the recovery actionor a series of recovery actions including the recovery action comprisescoordinating parachute deployments and aircraft maneuvers.
 9. The systemof claim 1, wherein the system comprises an enabled mode and a disabledmode.
 10. The system of claim 1, wherein the first recovery equipment isoptimized for the first flight condition and the second recoveryequipment is optimized for the second flight condition.
 11. The systemof claim 1, wherein activating the second recovery equipment includesactivating the second recovery equipment instead of the first recoveryequipment.
 12. The system of claim 1, wherein the processor is furtherconfigured to determine to perform the recovery action based at least inpart on a determined risk associated with an obstacle in surroundings ofthe aircraft.
 13. The system of claim 1, wherein: the obstacleinformation includes a position information associated with a secondaircraft; and determining whether there is an obstacle that would impedeparachute deployment includes extrapolating the second aircraft'strajectory using the position information associated with the secondaircraft.
 14. The system of claim 1, wherein: the sensor data includeclimb information associated with the aircraft; and determining whetherthe state of the aircraft matches an expected state includes permittinglarger climb magnitudes for the climb information during a take-offstate of the aircraft compared to during a cruising state of theaircraft.
 15. A method, comprising: receiving sensor data from a sensorconfigured to generate the sensor data, wherein the sensor data isassociated with a state of an aircraft and includes aircraft altitudeaircraft speed and an obstacle information; determining, based at leastin part on the sensor data, whether the state of the aircraft matches anexpected state; determining, based at least in part on the obstacleinformation, whether there is an obstacle that would impede parachutedeployment; and automatically performing a recovery action based atleast in part on a determination that the state of the aircraft does notmatch the expected state, including by: determining whether the aircraftis in a first flight condition based at least in part on whether theaircraft altitude and the aircraft speed are above a first altitudethreshold and a first speed threshold, respectively; in response to: (1)the determination that the aircraft is in the first flight condition and(2) the determination that there is no obstacle that impedes parachutedeployment activating a first recovery equipment, wherein the firstrecovery equipment includes a first parachute; determining whether theaircraft is in a second flight condition based at least in part onwhether the aircraft altitude and the aircraft speed are below a secondaltitude threshold and a second speed threshold, respectively; and inresponse to: (1) the determination that the aircraft is in the secondflight condition and (2) the determination that there is no obstaclethat impedes parachute deployment, activating a second recoveryequipment, wherein the second recovery equipment includes a secondparachute.
 16. The method of claim 15, wherein: the obstacle informationincludes a position information associated with a second aircraft; anddetermining whether there is an obstacle that would impede parachutedeployment includes extrapolating the second aircraft's trajectory usingthe position information associated with the second aircraft.
 17. Themethod of claim 15, wherein: the sensor data include climb informationassociated with the aircraft; and determining whether the state of theaircraft matches an expected state includes permitting larger climbmagnitudes for the climb information during a take-off state of theaircraft compared to during a cruising state of the aircraft.
 18. Acomputer program product, the computer program product being embodied ina non-transitory computer readable storage medium and comprisingcomputer instructions for: receiving sensor data from a sensorconfigured to generate the sensor data, wherein the sensor data isassociated with a state of an aircraft and includes aircraft altitude,aircraft speed, and an obstacle information; determining based at leastin part on the sensor data whether the state of the aircraft matches anexpected state; determining, based at least in part on the obstacleinformation, whether there is an obstacle that would impede parachutedeployment; and automatically performing a recovery action based atleast in part on a determination that the state of the aircraft does notmatch the expected state, including by: determining whether the aircraftis in a first flight condition based at least in part on whether theaircraft altitude and the aircraft speed are above a first altitudethreshold and a first speed threshold, respectively; in response to: (1)the determination that the aircraft is in the first flight condition and(2) the determination that there is no obstacle that impedes parachutedeployment activating a first recovery equipment, wherein the firstrecovery equipment includes a first parachute; determining whether theaircraft is in a second flight condition based at least in part onwhether the aircraft altitude and the aircraft speed are below a secondaltitude threshold and a second speed threshold, respectively; and inresponse to: (1) the determination that the aircraft is in the secondflight condition and (2) the determination that there is no obstaclethat impedes parachute deployment activating a second recoveryequipment, wherein the second recovery equipment includes a secondparachute.
 19. The computer program product of claim 18, wherein: theobstacle information includes a position information associated with asecond aircraft; and determining whether there is an obstacle that wouldimpede parachute deployment includes extrapolating the second aircraft'strajectory using the position information associated with the secondaircraft.
 20. The computer program product of claim 18, wherein: thesensor data include climb information associated with the aircraft; anddetermining whether the state of the aircraft matches an expected stateincludes permitting larger climb magnitudes for the climb informationduring a take-off state of the aircraft compared to during a cruisingstate of the aircraft.